Shipbucket

H.P.111C civil airliner

With the failure of the military H.P.111, HP tendered a civil passenger version to BOAC, and then an alternate all freighter version.



BOAC instead chose the Vickers VC-10, and the H.P.111C did not enter production.

H.P.123 tactical transport

The last gasp of the Victor design was an advanced version of the Treble One to RAF Operational Requirement 351 for a VSTOL transport.



Progressing further on the use of engine bleed air boundary layer control, the H.P.123 would have had even better short-field performance in a heavy jet transport. Instead the significantly smaller Armstrong Whitworth AW.681 was chosen foe production, but itself cancelled in 1965 and replaced by the Lockheed C-130.

Wow! Fantastic series!

Wonderful additions!

_________________
Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

In 1949 when Lachmann returned to HP, he brought with him the idea to create a porous wing structure to "suck in" the turbulent layer of air over a wing, and so decrease aerodynamic drag. Initial experiments with a glove over a Vampire wing were successful, although initial data suggested that this could only be practically applied to a relatively straight wing, and so limited in military application.

H.P.103

In 1955 HP submitted designs for a new straight-wing laminar flow airliner as the H.P.102 (and a military derivative as the H.P.105), and a smaller test aircraft with laminar flow wings based on the Hunting Percival Jet Provost T.1: the H.P.103.



Initial results were so favourable that Sir Frederick HP wanted the H.P.102 to be brought into production without further testing, however he was unable to gain sufficient support. Instead the last production Jet Provost T.1 was allocated to become a test aircraft. A new centrifugal compressor was to be attached to the engine to provide suction, with new porous wings constructed with ducting to allow the upper surface boundary layer to be sucked into the wing. With the new wings, custom wingtip fuel tanks - different to those later designed for the Jet provost T.3 - would also have been fitted.
Meanwhile further testing determined that this method of boundary layer control could be applied to higher speed swept wings. With this information, and with the Jet Provost not able to be modified to be fitted with a swept wing, the H.P.103 project was cancelled before the airframe was modified.

H.P.113

With testing now moving to a swept wing aircraft, in 1957 HP looked to modify a production English Electric Canberra bomber to take a swept wing.



Two Bristol Orpheus engines were to be mounted in the rear fuselage, with inflight air intake being though the porous skin of the wings. During take-off and initial climb when bugs, dust and air contamination was at its worst the suction system would be inoperative and air intake would instead be through retractable air intakes at the rear fuselage. To minimise engine complexity, thrust reversers were not to be fitted, instead Victor-style air brakes were to be fitted. As a sign of its Canberra heritage, the H.P.113 would retain the original Canerra goldfish bowl canopy.
Although a technology test-bed, HP hoped to be able to market the aircraft as an executive transport - able to carry 8 passengers. Further work on the design led to a more civilian cockpit and T-tail, but in the late 1950's that market did not yet exist for this new technology.

H.P.130

A modified Folland Midge wing was test flown on an Avro Lancaster (keeping that aircraft employed and allowing it to survive to become the BOB Memorial Flight Lancaster) to further validate the the concept, and in 1963 HP proposed to further test fly in a modified HS.125 jet.



The modification proposed for the H.P.130 involved the fitting of new longer span, more swept wings, with suction to be provided by a small turbine mounted in the wing root. The project was approved in 1964, but fell victim to the bankruptcy of HP.
Thanks to Hood for the HS.125 model.

Really great additions!

_________________
Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

H.P.108

In 1955 HP submitted proposals for a laminar flow controlled airliner as the H.P.102, as well as the Jet Provost derived H.P.103 test aircraft. HP also proposed a military version of the H.P.102, as the H.P.105. As Sir Frederick could not get traction to proceed to immediate construction of the H.P.102, the design work for the boundary layer control system was devoted to the H.P.103. From that design work the H.P.102 was modified, and in June 1956 the H.P.102 became the H.P.108.



As the initial data favoured a straight wing for maximum practicality of the laminar flow system, the H.P.102, 105, 108 design featured a tapered straight wing. When BOAC ordered Boeing B707 aircraft official support for the H.P.108 was withdrawn.

Good work.
(Though generally it's a bit of a pity that You're not attempting to "make up" the details, panel lines etc.)